GPL- Última hora

[JigsawIV]

Encontrei isto para quem precisar


Adaptador gpl para carburadores gt

http://loule.olx.pt/adaptador-gpl-para-carburadores-gt-iid-444517631

[profiesta]

Deixo aqui este link, para quem quiser adicionar POI's ao GPS com os postos de GPL, na Europa toda.

http://www.mylpg.eu/stations/

[profiesta]

Em 2018 vai-se dar a revisão dos benefícios ficais na Europa. Será nessa altura que se vai decidir se o GPL vai continuar como o conhecemos, ou se o preço vai disparar por aí a cima. Atenção que o GNC também está incluindo nesta revisão.

Assim fiz um apanhado do que se vai falando, principalmente na Alemanha sobre este assunto.

Auto gas production - politics -> Devido ao tamanho dos textos, teve de ser traduzido pelo google. No entanto tentei melhorar em alguns pontos a tradução manualmente. Por isso agradeço a compreensão.

Tax relief by 2025 is likely to come.
The Parliament of the European Union proposed to amend the taxation of energy. This would have serious consequences for alternative fuels such as LPG and natural gas - the prices would have risen due to the tax increase. This is now but from the table.

For the period after 2018 for the time being everything remains the same.
Driver of an LPG vehicle come as before to benefit from the minimized tax share of 9.8 cents per liter. From 2018, this share will then increase to 22.3 cents per liter LPG. This tax component, which is already enshrined in legal text, ie after 2018 only about one-third of the known tax rate amount for premium petrol. It therefore everything remains the same - our customers can continue to smile when refueling.

Chances to 2025 are more than good.
The latest signals from Brussels are clear: The opportunities for tax relief by 2025 are really good. That means your LPG conversion: more planning security. The plans of the commission of experts envisage to take further measures in the EU fuel strategy.

EU CO2 target of 10% to vehicles that run on LPG.
In the European Union there are so-called CO2 targets, dealing with a reduction in the emissions concerned. These emission reduction can only be achieved if the amount of LPG vehicles is rising by 2020 to 10 per cent. It is located in Brussels to the effect agree that such an ambitious target appropriate preparations needed. Both some representatives in Brussels as well as the Association of LPG in Germany are committed to ensure that the tax benefit until 2025 is extended. For you this means that the LPG conversion in ten years still worthwhile. You can benefit from the advantages of Autogas for many years - and not just in terms of cost savings.

Current information from 11/27/2013 - In the night from Tuesday to Wednesday, the party leaders of the CDU / CSU and SPD agreed after tough negotiations on the key points of her reign and then presented the coalition agreement. Below the excerpt:

We support the development of new technology open drives and fuels and energy sources, and thus provide incentives for the establishment of innovative market solutions. The mobility and fuel strategy we develop further. The production and use of biofuels must be based on the principles of sustainability. To this end, we intend to develop an oriented to realistic amount potential biofuel strategy. We will forge ahead in the shipping industry also research into new fuels and the introduction of liquefied natural gas (LNG, "Liquefied Natural Gas"). The time limit until the end of 2018. Energy tax reduction for climate-friendly LPG and natural gas, we want to extend.

Current information from 04/10/2015
Dear Mr Hager, the question of the extension of the tax assistance for liquefied petroleum gas (and oil) is currently being intensively discussed politically. The Federal Ministry of Finance has published an opinion given to the medium-term consequences for tax revenues and possible counter-financing measures in order, whose results are expected later this year. In the Bundestag, an initiative of deputies of the coalition parties has appealed to the Federal Finance Minister and prompted an early decision.


The Federal Ministry of Finance expects a progress report in late May. We currently expect that after the discussion will lead to a decision. The Federal Ministry of Economics has called for an extension of tax aids. But I can not prejudge here and now a final decision Parliament and please understand that probably only during June more can be said.

Current information from 30.06.2015

Hager Autogas Service is exclusive to the request of the political groups of the CDU / CSU and SPD from 30.06.2015 before. The bottom line is:. The German Bundestag should extend the energy tax reduction for natural gas and LPG beyond 2018 Specifically: The German Bundestag calls on the Federal Government

1. to report by 15 December 2015, the (preliminary) results of the research project on the development of tax revenues on energy in the fuel sector as well as to reflect on fiscal and other incentives aimed at increasing the market share of natural gas and LPG fuel,

2. no later than spring 2016 e submit inen bill to extend the energy tax reduction of natural gas and LPG fuel, including a valid counter-financing.

Autogas drivers not always informed optimally about tax advantage

The best stories are still being written by the life. As the chronicler of these lines was addressed in a private round of tax exemption for LPG by 2018 and be against vehemently argued, LPG would cost after the abolition of tax relief as much as gasoline, he held still for a personal opinion, which is not too much should attach importance. But then the bitter certainty A few phone calls later: many gas drivers to think Or so seem. Some of them are planning about even, the autogas-powered vehicle for sale soon, in order then to acquire a supposedly economical diesel. A little education is so important right now.

 
In the same "informational" notch beats Holger Becker, autogas equiment and operator of several gas stations in the Ruhr: "I inform my clients already with a notice that the LPG world continues to rotate even after 2018, no matter in which direction the too long-lasting political discussion developed "And he adds, visibly annoyed, added:".. Although not quite as fast, which would be unfortunate for the environment "in his notice at the gas station, he clarifies: Would the tax concession for LPG by 2018 eliminated, the price of the environmentally friendly alternative fuel increased by about 12 cents. He is still significantly below the prices for conventional fuels like gasoline or diesel. Gas refuel driver even in a complete elimination of the tax relief, at least for him continued for half. And car insurance is more expensive than in other vehicles such as, for example, on  http://www.kfzversicherungsrechner.com can see.

Polls at gas stations
The editors of the LPG Journals went to where the topic of real and virulent is: At the gas station. But not just one, but several. There fueling LPG users should be consulted, as for the situation after 2018 estimate. Although this survey is unlikely to be resilient due to the non-scientific standards chosen, rather arbitrary group of people, but they gave a sentiment, should think about anyone. Preliminary already confirmed the worst fears: A station operator who wishes not to be named here, fervently advocated the view which will probably be just as expensive after 2018 LPG as fuel. "I have so read in the newspaper, but not in the Bild-Zeitung", he added more quickly. He considered already, what he probably after 2018 should do with the pumps for LPG and natural gas. Revenues are still good, a slight decline he attributes to the increased efficiency of modern engines and a slightly altered user behavior. ". The people no longer drive as much as before" Once the situation including the possible price increases it has been explained extensively, you can tell him to his relief: "one less worry." And the fuel pumps are allowed to stay.

Autogas expensive as gasoline
If it is already spread from professional side as much dangerous smattering of knowledge, which would then say only the gas driver? The results were just as clearly here as depressing: to admittedly somewhat provocative question: "What will happen after 2018 - LPG and natural gas are then just as expensive as petrol?" Answered by 48 respondents Autogas drivers 41 with "Yes". Six of the respondents with "I do not know" and only one LPG driver who was traveling with a Dodge Ram and participated actively in the Dodge Forum, was well informed: "I assume that at least a portion of the tax concession maintained remains. This is what the majority of the Board members. "It is expected to hardly act to optimism, because many vehicles, including the Dodge Ram is undoubtedly let the environmentalists sprouting tufts gray hair when they look at CO2 emissions. However, when affordable towing vehicles with high trailer weight they secure the existence of many small craft businesses and LPG they save as much CO2 as a small car a total discharges. Would they have to be replaced, stands the small business virtually on the corner. However, the survey results demonstrate the significant lack of information among consumers. If 41 are of 48 respondents autogas users think of fuel would in future, ie after 2018, just as expensive as gasoline, shows impressively how it is with the future of alternative fuel in Germany. With such an assessment of the price development, it might not be easy in the future to achieve even increases in vehicle fleet of LPG-powered vehicles.

Information missing
Who looks just like a rabbit at the snake and the political decisions regarding the future tax treatment of LPG counter waiting idly, without taking into account the information needs of end users with, the alternative fuel LPG certainly does no favors. Even if the recent survey of LPG Journals in no way claims to even begin to be representative, but it should at least thought-provoking.

To convey information about the driver gas is simple and requires no excessive burdens: Pro is absolutely necessary, fueling he must be able to do without something else, press the deadman switch for about three minutes.
Time enough to explain weningen, concise sentences, the situation relating to LPG memorably in the form of a sticker at the gas station. Why In addition to diesel, the tax rates at the gas station in euros are given in gasoline, but the LPG and natural gas is not - this is equally worth pondering.

Plain: The tax rates
For those who are not familiar in the jungle of the energy tax legislation, we once expected sharp pencil: Current account for a liter of autogas about 9.81 cents energy tax, because of the tax benefits by 2018 completely eliminated, which, however, is not expected, would the future energy tax rate at 22.27 cents per liter. That is, in an elimination of the tax relief the LPG would increase the cost to a maximum of 12.46 cents per liter. And for all those who want to know more: The energy tax rate for gasoline is 64.1 cents, the diesel at 46 cents.
How taxing developed in the future, is, in the words of an industry insider, "tea leaves", but insiders believe that after 2018, the tax differential from gasoline and LPG for diesel is expected to even move positively to LPG, since there are serious efforts , diesel future higher taxing. But that also make sense because the diesel because of its growing market shares, the highest tax revenue is as follows.

Do not panic over 2018!
However applies for autogas drivers: Do not panic before the end of 2018. The rumor that LPG as expensive from 2018 like gasoline, "because even the reduced rate applicable ', should be cleaned at this point forever. This fact should nevertheless be quickly communicated to all LPG drivers, otherwise still be favorable use LPG in Deustchland after 2018.
Also: LPG considerably reduces emissions, reduces even the especial critical fine dust by up to 98%. Hardly anyone in politics can afford to pass on these facts.

[profiesta]

Mercado alemão:

Autogas market trends

The Autogas market in Germany started off at about 2 000 tonnes in 2000 and grew rapidly through the decade as a result of favourable fuel taxation. After peaking at over 500 000 tonnes it has now retreated below this mark (Figure B3.1). Nonetheless, Autogas still accounts for only 1 % of total automotive-fuel use and 16% of total LPG use in the country.

Autogas consumption and vehicle fleet – Germany


There are now again slightly less than half a million Autogas-powered vehicles on the road in Germany, most of them converted gasoline cars, accounting for about 1 % of all vehicles. The number of Autogas vehicles continued to grow up to 2012, but the increasing efficiency of the fleet and uncertainty about the government’s Autogas policy has held down uptake. Sales of OEM LDVs, in particular, have continued to rise, albeit at a more modest pace than in the 2000s, as the range of OEM vehicles on the market has expanded: many of the main carmakers now offer Autogas models. Dual- fuel  diesel-Autogas-powered  HDVs  are  also  gaining  ground,  with  around 1 200 vehicles now in use thanks to a change in regulations introduced September 2013.[1] Autogas is widely available throughout the country, with around 6 850 filling stations selling the fuel in 2014.

Government Autogas incentive policies

The German federal government supports the use of Autogas largely through fuel-tax incentives. Since the completion in 2003 of a major reform of energy taxation  aimed  at  introducing  ecological  taxes,  the  rates  of  excise  tax on Autogas, gasoline and diesel have been constant. The rate of tax on Autogas is 9.2 euro cents per litre – well below the rate of 47 cents levied on diesel and 65.5 cents on gasoline (Table B3.1). In absolute terms, the price differentials per litre between Autogas and gasoline, as well as between Autogas and diesel, are among the biggest of the countries surveyed for this report. In 2006, the German Bundestag (parliament) adopted an energy tax law that included a commitment to keep the tax rate on Autogas well below that on the other fuels until at least the end of 2018, in order to provide certainty to investors in Autogas distribution and refuelling infrastructure and motorists looking to switch to Autogas. The German LPG Association, DVFG, is lobbying the government to extend this rebate further and the governing coalition has included a commitment to extend the reduction of excise duties for gaseous fuels beyond 2018.

As a result of the favourable rate of tax levied on Autogas, the price of the fuel at the pump is only 43% that of gasoline and about half that of  diesel. The price advantage in favour of Autogas, both in percentage and absolute terms, has increased in recent years, as pre-tax prices of Autogas have generally risen less than those of the other fuels.

Automotive-fuel prices and taxes – Germany (euros/litre)


There are no vehicle-related incentives for Autogas in Germany, as the government considers that the fuel-tax advantage is a sufficiently powerful incentive. In 1993, the federal government issued a non-binding ordinance lifting restrictions on parking by gas-fuelled vehicles in underground garages and multi-storey car parks. However, some additional technical requirements for underground car parks remain in the Federal States of Bremen and the Saarland.

Competitiveness of Autogas against other fuels

The very low rate of excise tax on Autogas relative to the taxes on gasoline and diesel means that an Autogas vehicle (which is assumed to cost about €2 400 more than a gasoline-fuelled equivalent and €600 more than a diesel vehicle) breaks even with gasoline and diesel vehicles at around 36 000 km (Figure B3.2). Thus, the typical motorist pays back the upfront additional cost of an Autogas vehicle within less than three years of driving.

The trend for the future, however, sees the premium on diesel falling as the technology for gasoline car becomes more complex. At the same time the necessary conversion costs also rise due to more technologically advanced systems needed for cutting edge engines. In these cases a dedicated OEM solution can clearly leverage synergies and conversions become less attractive.

Running costs of a non-commercial LDV, 2010 – Germany

[profiesta]

Mercado Francês

The fortunes of Autogas in France have fluctuated since the market first took off in the mid-1990s following the introduction of a strong fiscal incentive. Initially, consumption grew rapidly to around 220 000 tonnes in 2000, driven by LDV conversions, but then began to decline, to around 100 000 tonnes at the end of the decade. This was largely the result of shifts in policy, as well as a highly publicised accident involving an Autogas vehicle, which undermined public confidence in their safety. Fuel sales recovered a little in 2010-2011, apparently due to a temporary surge in OEM vehicle sales in 2010 in response to an increase in the price advantage of Autogas over gasoline at the pump and the announcement by the government that the tax credit for Autogas vehicles would be scrapped at the end of the year (see below). But fuel use fell back again in 2012,2013 and 2014 (Figure  B2.1). Autogas accounts  for only around 0.3% of total automotive-fuel use.

Autogas consumption and vehicle fleet – France


The number of Autogas vehicles declined progressively through the 2000s, but jumped to about 180 000 in 2010 and, according to Argus/WLPGA data, to over 260 000 by 2013 (0.7% of the total car and truck fleet) as a result of a surge in new conversions and record OEM vehicle sales of over  75 500 in 2010. However, both conversions and OEM sales have since fallen heavily with the withdrawal of the subsidy: sales dropped to a low of just 1 211 in 2012, though they  recovered  a little  in 2013 to 2 743; a mere 1 500 retrofits were carried out in 2013. The total vehicle number thus remains constant. Several carmakers, including Dacia (the market leader), Fiat, Lada, Lancia, Opel, Mercedes-Benz, Piaggio and Renault, still market OEM Autogas vehicles in France, though the range of Autogas vehicles available has narrowed since 2011. In 2013, Dacia accounted for 80% of all OEM sales. Because of the lack of interest in Autogas vehicles, some carmakers have slashed their prices and introduced latest technology-engines with Autogas to stimulate interest. At end-2014, there were 1 750 refuelling stations across the country, with every metropolitan region well-served.

Government Autogas incentive policies

The French government adopted a policy of encouraging the use of Autogas (and CNG) in 1996, involving a sharp reduction in the excise duty on the fuel and the introduction of a range of other fiscal and regulatory measures. The duty has been held constant since 1999 at 6 euro cents/litre, while duties on gasoline and diesel, already much higher, have increased over that  time Table B2.1). The average excise-duty differential with Autogas in 2014 stood at 42.6 cents/litre for diesel – the leading road-transport fuel in France – and 56.4 cents/litre for gasoline. As a result of the much lower excise tax in Autogas, the price of Autogas at the pump is over a third lower than that of diesel and 45% lower than that of gasoline.

Automotive-fuel prices and taxes – France (euros/litre)


There are a number of other public policy measures in place to encourage the use of Autogas. Until the end of 2010, the principal measure was a tax credit of €2 000 for the purchase of an OEM Autogas vehicle with CO2 emissions of less than 136 grammes per kilometre or the conversion of gasoline-fuelled vehicles with emissions of less than 155 g/km. This incentive, which had been in place for several years, was abolished for budgetary reasons in 2011. Nonetheless, the purchase of any vehicle (including one fuelled by Autogas) with low emissions now qualifies for an ecological bonus (a cash grant). The threshold has been lowered progressively in recent years and now stands at 90 g/km. Grants for the first qualifying category of cars are set at €150 (down from €400 in 2011); the grant rises to €4 000 for emissions of between 21 g and 60 g, and to €6 300 for emissions of less than 21 g. However, despite no OEM Autogas vehicle qualifying for the bonus, the reduction of CO2 emissions can affect the “malus” (associated with the emissions class of the vehicle) to be paid when registering the vehicle for the first time. The Autogas car with the lowest  CO2  emissions  is  the  Fiat  500,  which  emits 106 g/km.

Other tax measures include the initial vehicle-registration tax for commercial and non-commercial Autogas vehicles in 13 metropolitan regions, and a 50% rebate in seven (the rebate is also applied to CNG, BEVs and cars that can run on E85 ethanol); only two regions do not offer any rebate. Businesses can also recover all of the VAT on Autogas fuel purchases (compared with 80% of the tax for diesel and zero for gasoline).

Autogas is also promoted through local regulatory measures. In Paris, for example, Autogas vehicles are exempted from alternate-day driving restrictions during periods of peak air pollution (the last time such restrictions were imposed was in summer 2015); Autogas vehicles also benefit from reduced car-parking fees and extended delivery hours in the city centre. Seven other cities – Bordeaux, Alès, Puteaux, Orléans, Creil, Tassin-la-Demi- Lune, Avignon and Chamalières – offer free parking for one-and-a-half hours for Autogas and other clean vehicles; other cities are considering doing likewise.

Competitiveness of Autogas against other fuels

Until 2010, the large tax credit on Autogas conversions for private individuals, which typically covered the entire cost, ensured that Autogas  broke even with gasoline at very low distances and was always competitive with diesel. The removal of that subsidy has altered the competitiveness of Autogas: an Autogas vehicle now breaks even with gasoline at 73 000 km (Figure B2.2). However, an Autogas car, based on a conversion cost of €2 200 over a simple gasoline-powered car, is not competitive against diesel, regardless of distance. The premium for an OEM vehicle over a gasoline vehicle varies markedly, with some carmakers charging little more or even less for a bi- fuelled vehicle. For example, the list price of the bi-fuelled Dacia Duster, on sale in 2014, was at just €11 900 – €1 200 cheaper than the same gasoline- powered version. In those cases Autogas is competitive against gasoline regardless of distance and against diesel only for a limited distance. Currently, France is pushing more for electric vehicles, as these promise stronger

Running costs of a non-commercial LDV, 2014 – France

[profiesta]

Mercado Italiano

Italy has the second-largest Autogas market in the European Union after Poland and the sixth-largest in the world. It was one of the first countries to introduce the fuel, in the 1950s. Consumption originally peaked at 1.4 million tonnes in 2001, declining steadily to below 1 Mt in 2007; it has since rebounded, to a new all-time high of over 1.5 Mt in 2014, because of the increased attractiveness of the fuel amid rising fuel prices, increasingly favourable taxation and vehicle acquisition and conversion incentives (Figure B5.1). Italy remains home to several Autogas engine and conversion kit manufacturers.

Autogas consumption and vehicle fleet – Italy


Autogas accounts for 43% of total LPG consumption in Italy and 5% of total automotive-fuel demand in 2014. The Italian government has traditionally promoted the use of Autogas through fiscal incentives, initially to provide an outlet for surplus volumes of LPG from the large domestic refining industry, though Italy has since become an importer of LPG. In recent years, environmental concerns have been the main driving force behind Autogas policies. The number of Autogas vehicles in use has surged in recent years, reaching 2.04 million at end-2014 (5.4% of all cars) – one third up from the number five years earlier. Most Autogas vehicles are converted gasoline- fuelled vehicles, though sales of OEM vehicles are growing rapidly; in 2014, 24 carmakers marketed over 100 Autogas models in Italy. The number of refuelling sites has grown to 3 600 – 17% of all service stations in Italy.

Government Autogas incentive policies

The Italian government and local authorities encourage Autogas use through a mixture of policies, including favourable fuel taxes, incentives for clean vehicles and traffic regulations. Autogas currently enjoys a substantial excise- tax advantage of 58 euro cents/litre over gasoline and 47 cents/litre over diesel (Table B5.1). These differentials have increased considerably in recent years: the tax on Autogas was cut in 2006 and 2007, and has increased only modestly since, while the tax on both diesel and gasoline has increased sharply – especially in 2012. As a result, the pump price of Autogas has fallen, to only 45% that of gasoline in 2014 (compared with 50% in 2006) and 48% that of diesel (55%). The increase in the price-competitiveness  of Autogas has coincided with the rapid turnaround in Autogas fuel sales.

Automotive-fuel prices and taxes – Italy (euros/litre)


The Italian government also encourages Autogas and other clean fuels through vehicle incentives. Grant schemes for the conversion of an existing vehicle or the purchase of an OEM Autogas vehicle have been in place for several years, though they have changed over time and have lapsed on occasion. In May 2014, grants were reintroduced for the purchase of Autogas and other AFVs on condition their CO2 emissions do not exceed 120 grammes per km for businesses and 95 g/km for private motorists. However, for businesses (but not private motorists), the grants are conditional on scrapping an existing vehicle more than 10 years old, which effectively means that few cars are eligible since the majority of company LDVs are much younger. The grant is limited to 20% of the total cost of the vehicle (before tax) up to a maximum of €4 000 euro for cars with emissions of between 51 and 95 g/km and€2 000 for those purchased by companies with emissions of between 96 and 120 g/km. In 2015, the incentive will dropped to 15% and the limits to €3 000 and €1 800 respectively. For the year 2014, the total budget for these incentives  has  been  set  at  €31.3  million,  plus  an  additional €32.1 million that was not spent in 2013. This 2013 scheme involved the same level of grants, but private motorists were obliged to scrap an existing car to qualify. The 2013 budget was €40 million, of which only €8 million was actually disbursed.

Many Autogas vehicles also benefit from a lower annual vehicle road tax, which depends on engine power and CO2 emissions. Exemptions are granted for new vehicles or conversions in several regions (Lombardia, Toscana, Piemonte, Puglia, Trentino Alto Adige). Moreover, a number of cities have mandated the conversion of bus and other public vehicle fleets to either Autogas or CNG for environmental reasons and have adopted traffic regulations that exempt Autogas vehicles from driving restrictions imposed on gasoline and diesel vehicles during periods of acute pollution.

Competitiveness of Autogas against other fuels

In 2014, the large fuel-tax advantage over gasoline and the grants for OEM purchases meant that a qualifying OEM Autogas vehicle was always competitive against diesel and gasoline-powered vehicles regardless of distance. In the case of a converted vehicle (for which grants were not available), the breakeven distance was 22 000 km against diesel – less than two years of driving for a private motorist (Figure B5.2). Diesel also breaks even against gasoline, but at a greater distance (around 30 000 km). This demonstrates very clearly the vital role that vehicle incentives, alongside favourable fuel taxes, play in making Autogas competitive, though the effectiveness of the vehicles incentives is greatly reduced by the onerous conditions applied by the government.

Running costs of a non-commercial LDV, 2014 – Italy

[profiesta]

Mercado Holandês.

The Netherlands has the sixth-largest Autogas market in the European Union after Poland, Italy, Germany, Bulgaria and Romania, with consumption in 2014 running at an estimated 205 000 tonnes – equal to 2.0% of total road fuel use. Autogas consumption has drifted lower since the early 2000s, due to improved fuel efficiency and a contracting vehicle fleet and reduced dramatically due to a significant shortening of the gap between Autogas and diesel prices (Figure B9.1).

Autogas consumption and vehicle fleet – Netherlands


The Dutch government has encouraged the use of Autogas and LPG generally for many years – mainly through favourable fuel taxes – because the country, with a large refining industry, used to be a major producer and exporter of the fuel, though policy support has waned recently. The  country is now a net importer of LPG, so the rationale for encouraging Autogas now is purely environmental. At end-2014, there were 200 150 Autogas vehicles in use – down from 350 000 at the beginning of the 2000s – and 1 850 refuelling stations (about half of the total). Only 6 000 conversions were recorded in 2013 – down from 14 500 in 2012. A hike in the excise tax on Autogas that took effect at the beginning of 2014, alongside much smaller increases in the tax on gasoline and diesel, in combination with generally lower fuel prices is expected to drive vehicle numbers and fuel sales down even further.

Government Autogas incentive policies

The Dutch government maintained a policy of encouraging the use of Autogas through fuel and vehicle tax incentives for many years. The excise tax on Autogas has been raised almost every year since 2007, but by less in absolute terms than the taxes on gasoline and diesel (Table B9.1). At only 17.8 euro cents/litre in 2014, it remained far lower than the tax on gasoline (85.3 cents/litre) and diesel (48.2 cents/litre). As a result of the lower rate of tax and the significantly lower wholesale price, the price of Autogas at the pump was only 52% of that of diesel and 42% of the gasoline price. Autogas was just over 1 euro/litre cheaper than gasoline at the pump – the biggest differential of any country included in this survey at prevailing market exchange rates. However, the price gap has narrowed since the start of 2014 with an 80% increase in the duty on Autogas to almost 18 cents/litre (duties on gasoline and diesel increased much less).

Automotive-fuel prices and taxes – Netherlands (euros/litre)


There are no grants or tax credits available for Autogas conversions or OEM purchases. However, vehicle-purchase taxes are significantly lower than for diesel cars (and the same as for gasoline cars). On the other hand, the annual vehicle (road) tax, known as the holdership tax, for Autogas vehicles is higher than for both gasoline and diesel vehicles (except for the lightest vehicles). For example, the tax rate for a car weighing one tonne is €304 per year for gasoline, €676 for diesel and €724 for Autogas.

Competitiveness of Autogas against other fuels

The large excise-tax differential with gasoline in 2014 resulted in a breakeven distance for Autogas against gasoline of around 31 000 km (Figure B9.2). These calculations take account of the higher annual road tax payable by Autogas vehicles. Like in other Western European countries the additional cost of an Autogas conversion is fairly high (at around €2 200). Autogas was always more competitive than diesel (regardless of distance) based on the assumption that a diesel LDV costs around 3 000 euros more than for a gasoline model. This now has changed significantly and break even distances with diesel are now past 100 000 km and expected to increase even further in the coming years for a converted LDV as a result of the narrowing of excise- duty differentials and OEM significantly lower the premium on diesel models to around 800 €.

Running costs of a non-commercial LDV, 2014 – Netherlands


Note: The analysis takes into account differences in annual vehicle road taxes (assumed to be €30/1 000 km for Autogas and €26.5/1 000 km for diesel based on 14 000 km distance per year).

[profiesta]

Numa altura que se começa a falar na proibição do diesel nas principais cidades europeias, o governo espanhol dá 2750€ no abate do carro velho e compra de um novo a GPL:

As you all probably know, autogas brings hefty savings at the pump, but in order to start making them you need to invest some money in the beginning. Unless you happen to live in Spain – a subsidy system has just been introduced there to encourage conversions.



Opel Meriva GLP
Opels are among the cars available with LPG systems right from the showroom in Spain, in no small part thanks to the fact the German brand has a factory in Zaragoza



As part of the 2017 edition of the so-called Movea Plan, 1,5 million euros have been allocated to persuade motorists to ditch petrol and diesel in favour of the more affordable and cleaner LPG autogas. The overall sum may be impressive, but how much can a single person receive? Up to 2750 euros, apparently, which is quite a penny in its own right. In certain parts of Europe, like Poland, Ukraine or Blugaria, this kind of money would be sufficient for the conversion of as many as four non-demanding popular cars, in Spain it should be just fine to fit an LPG system in one vehicle. But that's the point after all, isn't it?
However, to apply for the subsidy, in certain cases the motorists interested in participating in the scheme will have to scrap their old rides first and produce a confirmation of having done so to the dealer when shopping for a new, autogas-powered car. The dealer, having decided the bonus is applicable, will then sell the car with a discount and use the documents supplied by the customer to apply for a refund from the Movea Plan. The motorist won't have to do any more paperwork – instead they will be able to enjoy their new purchase and refuel at half the price right from day one.
There are currently over 30 models of new LPG-powered cars to choose from in Spain. Interestingly, slashing fuel bills by half isn't the only advantage you get – other perks include being able to access city centres at all times wihtout limitations and spending less on parking fares, at least in Madrid and Barcelona. While the subsidy only applies to new cars, the other benefits are available to anyone driving an LPG-powered vehicle as long as the vehicle qualifies to receive the ECO label issued by the DGT (General Traffic Directorate). That's how you support a budding autogas market! Way to go!

Fonte: http://gazeo.com/up-to-date/news/2017/Spain-subsidises-LPG-savings,article,9899.html

[Sls a GPL]

É uma boa noticia, em Espanha já se vê muitos carros a gpl, principalmente taxis.

[rodrigopt]

A ver é se não começam a aumentar estupidamente o preço do GPL...

[profiesta]

[MRC]

Lá terei que andar com adaptador e aplicá-lo no bocal cada vez que abasteço.

Realmente é um sistema bem melhor. Pena não ter sido estabelecido mais cedo.

[profiesta]

Eu sempre andei com um estojo com os acessórios todos europeus. Para o que um gajo poupa, até se esquece esse trabalho extra.

[Sls a GPL]

Também já recebi esse folheto, mas como portugal é sempre a mesma coisa, devem estar a espera de março para colocarem os adaptadores disponíveis ao publico, já perguntei onde é que se adquirem e quanto vão custar e a resposta foi... não sabem lol

Fiz a revisão do gpl à pouco tempo, e fiquei admirado o instalador não ter falado no assunto

Só espero é que depois não peçam uma exorbitância. Dava-me jeito saber o preço, pois com badajoz aqui ao lado, muitas vezes vale a pena dar lá um pulinho para não ser roubado cá.

[profiesta]

O adaptador podes comprar online na loja do GPL. Só precisas de saber o tamanho da rosca.